Smith Aerostar 601P accident near Piedmont, Oklahoma, September 16, 2002
On September 16, 2002 at about 6:47 am local time, a Smith Aerostar 601P, registered N90652, was substantially damaged in an accident near Piedmont, Oklahoma (Sundance Airpark airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A fuel leak at the left boost pump to bladder tank flange, which resulted in fuel exhaustion and the subsequent loss of power to both engines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 2002 · about 6:47 am local time
- Place
- Piedmont, Oklahoma · Sundance Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Smith Aerostar 601P · all Aerostar 601Ps on the register
- Registration
- N90652 · no longer on the register · serial 61P-0220-026
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, both wing fuel tanks and the fuselage fuel tank were topped prior to departure. The airplane departed and was cleared direct for an 807 nautical mile flight. The flight was as expected, with no significant course deviations or unexpected changes in weather conditions, including winds aloft. The pilot reported that he approached the airport and set up for a visual approach to land. The airplane was at 700 feet agl, turning from the downwind leg to base leg, when both engines lost power. During the ensuing forced landing to a field the airplane collided with a fence and came to rest upright. Postaccident examination revealed that the left and right wing fuel tanks did not contain any fuel and the fuselage tank contained a "small" amount of fuel. The left fuel boost pump, which was located at the lower left side of the fuselage fuel tank, exhibited a fuel leak. The fuel leak was observed at the fuel pump to bladder tank flange. Fuel stains were found on fuel lines in the flange area and around the aft fuselage area.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,733 hours in all; 798 in this make and model; 143 in the last 90 days; 91 in the last 30 days; 2,580 as pilot in command
- Last flight review: October 1, 2000
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,430.1 hours
- Last inspection: annual inspection, July 17, 2002; 115 hours since
- Maximum gross weight: 6,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: CDI Cambridge OH at 2:47 am
- Destination: HSD Oklahoma City OK
- Flight plan: IFR
- Runway 17, 5,000 ft by 100 ft
Weather at the time
- Light: night
- Wind: from 340° at 3 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 4,300 ft
- Temperature: 61°F (16°C), dew point 57°F (14°C)
- Altimeter: 30.13 inHg
- Observation at 6:53 am from PWA, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.